Clutch and brake operator



1936. R. s. SANFORD CLUTCH AND BRAKE OPERATOR Filed Jan. 8, 19:54 BSheets-Sheet 1 INVENTOR. ROY SAN FORD ATTORNEY R. s. SANFORD CLUTCH AND BRAKE OPERATOR I 3 Sheets-Sheet 2 Filed Jan. 1934 v IINVEZIVTOR. F QQY 5. 5ANFORD AT '1' vRNEY Aug. 25, 1936. I I V SANFORD 2,051,906

' CLUTCH ANp BRAKE OPERATOR Filed Jan. 8 1954 Sheets-Sheet 3 IN V EN TOR.

Row .5. SANFORD ATTO NEY Patented Aug. 25, 1936 PATENT OFFICE CLUTCH AND OPERATOR Roy S. Sanford,New York, N. Y., assignor to Bendix Aviation Corpo a corporation of Delaware Application January 8,

10 Claims. (crisp-p011 My invention relates to automotive vehicle control mechanism and has particular reference to brake and clutch actuating mechanism.

An object of the invention is to simplify the power operation of these two control units and to secure constantly reliable operation thereof, requiring a minimum of effort.

, More specifically, one object of the invention is to utilize-a single power actuated member to operate both the brake and the clutch and to so arrange the various parts and control members associated with the power actuating means that the clutch is automatically disengaged upon release of the fuel control throttle,-and the power source which accomplishes this function becomes available thereafter upon manual manipulation of a brake control member to actuate the brakes.

This invention has particular reference to the use of vacuum power for accomplishing the above specified objects, and an important feature of the invention resides in the particular arrangement and construction of valve control means, which renders a portion of the total vacuum available from the engine of the vehicle operable upon release of the throttle to disengage the clutch and whereby the remainder of the vacuum available from said source is" rendered. operable subsequently thereto on manipulation of the brake control member to apply the brakes.

A further object of the invention is to provide power means for disengaging the clutch and applying the brakes of an automotive vehicle, said means being controlled by valvular means operative to first partially energize the power means to disengage the clutch and then to progressively energize the power means to apply the brakes.

Yet another object of the invention is to provide power means for operating the clutch and brakes,

said means being controlled by valvular means including two manually controlled valves and an automatically operated governor valve, the latter functioning as a pressure limiting valve to control the power means to operate the clutch and functioning as a power operated relay valve to control the power means to. operate the brakes.

A further important feature of' the invention resides in the particular arrangementwhereby a single manual control member may be actuated to first disengage the clutch and subsequently apply the brakes without the aid of power effort in the event that the power mechanism should become useless for some reason or another.

Other meritorious features of the invention reside in the combination and arrangement of parts whereby the above objects are secured, which are yieldably held ration, South Bend, Ind.,.

1934, Serial No. 705,771

structure has been illustrated in the accompanying drawings, wherein like numerals refer to like parts throughout the several figures and where- 1n:

Figure 1 is a diagrammatic illustration of the 5 entire control system;

Figure 2 is a longitudinal section through the vacuum booster cylinder;

Figure 3 is a section through the governor valve; I

Figure 4 is a section through the. brake control valve;

t Figure 5 is an enlarged sectional view of the primary control valve; and

Figure 6 is an enlarged sectional view of the 15 bleed valve.

Referring now to Figure 1, the vacuum source has been illustrated diagrammatically by a conventional intake manifold l0 associated in the usual way with the motor of a vehicle and hav- 20 ing associated therewith a carburetor I2 operable by the swinging movement of a valve arm M, which is actuated through an overrunning pin and slot connection It with an accelerator rod I8, to which latter is pivotally connected the accelera- 2 tor pedal-20. The arm I4 is returned to its off position by a spring 2|.

What may be regarded as a primary control valve 22 is connected by vacuum conduit 24 to a tapin the intake manifold. This valve includes 30 ports 26 and 28, communication between these ports being opened and closed by a spool valve 32 which includes a valve actuating stem 34 extend.- ing rearwardly out of the valve; casing. The valve is provided with a by-pass 36 communicating with 5 port 26 and extending to the front end of the valve cylinder. In. the position illustrated, ports 26 and 28 are in communication with one another. The rear extremity of thevalve actuating stem 34 is provided with a head 38 which abuts the bracket 40, the said bracket including an enlarged aperture through which the actuating stem 34 extends. The bracket 40 is fixedly secured,

to the accelerator rod I 8, and the rod and bracket at their rearward limit of moiv ew ment by means of a spring 42. When the accelerator pedal 20 is depressed the bracket 40 is moved forward with the accelerator rod away from the head 38 on the valvestem 34, and vacuum in the forward part of the cylinder of valve 22 will function to draw the spool valve forwardly, thus cutting off communication between ports 26 and 28. k A vacuum conduit 44 extends from port 28 of the primary valve and communicates through a 55 40 P rted between the brake arm I6 and the brake v The conduit 44 has a branch 56 which communi- A third port in the governor valve 52 communicates through the conduit 66 and a flexible concates with a governor valve 52,. a conduit 54 extending from the other side of the governor valve to the rear end of the vacuum booster cylinder 56, to which it is connected by flexible conduit 58.

nection 62- with a second port in the brake'control valve46. A bleed line 64 extends from the forward end of the booster cylinder to a bleed valve 66 which will be described more in detail hereinafter. I

The booster cylinder has been illustrated more in detail in Figure 2 and comprises a cylinder 56, the rear closed end of which has secured thereto a bracket I6 provided with an elongated slot I2 in which a pin I4 positioned in brake actuating arm 16 is adapted to slide. Flexible conduit 56 is secured to a fitting I6 which provides access to the interior of the cylinder. The forward end of the cylinder is provided with a closure member 66 having an aperture in the center thereof through which the stem 62 of a booster piston 64 is adapted to slide. A one-wayyalve 65' permits the en-- trance of air into the forward end of the cylinder as that portion of the cylinder on the other side of the piston 64 is being exhausted. The opening 66 communicates with line 64 leading to the bleed valve 66.

The stem 62 of the booster piston is provided with a slot 66 intermediate its ends for a purpose :thich will be more clearly brought out herein ter.

The booster cylinder 56 is floatingly supported between the bralre actuating arm I6 and the clutch actuating arm 66-, to which the forward extremity 'of the booster piston stem 62 is pivotally secured.

A brake pedal 62 is pivotally supported as at 64, and the brake control valve 46 is floatingly suppedal by rod 96, which is fixedly secured to the valve casing at one extremity and pivotally secured to the brake arm I6 at its other extremity, and rod 66, which is connected with or integral with the valve operating within the valve casin at one extremity and pivotally secured as at I66 to the brake pedal at the other extremity. It will be apparent that the flexible connections 46, 62', and 56, communicating respectively with the brake control valve 46 and the booster cylinder 56, interfere in no way with the floating position of these two members. The brake pedal 62 and brake applying arm I6 are biased to their brake released positions by spring I65.

The brake pedal 62 is provided with a depending arm I66 having a roller positioned at its extremity adapted to engage the clutch arm 66 in the event of failure of the power mechanism.

The illustration of Figure 1 represents the position of the various elements when the accelerator pedal 26 is released, thereby providing communication through governor valve 52 and line 54 to the rear end of the booster cylinder 56. A very important feature of this invention resides in the fact that the yieldable means normally retaining the brakes in released position is stronger than the yieldable means normally tending to maintain the clutch in engaged position. By reason of this fact the vacuum transmitted to the rear end or the booster cylinder 56 when the accelerator pedal is released will first draw the piston 64 through the cylinder to bring the clutch arm 66 up against the stop pin'I 66, at which point the clutch is fully released.

to installation, in such a way that a predeter- 5 mined vacuum power only is transferred therethrough and through conduit 54 to the rear end of the booster cylinder when the accelerator pedal is released to open the primary control valve 22.

This valve comprises a casing I I6 having an intake 10 port H2 on one side and an exhaust port II4 on the other. The casing includes a sleeve portion II6 closed at its'outer extremity by means of a threaded cap nut I I6 having a threaded bore ex: tending therethrough in which is positioned an 15 adjusting nut I26. An annular groove I22 .ex-'

tends around the said sleeve and is preferably filled with some type of air filter or cleaner I24, which is'retained'in placeby means of an annular collar I26 provided with apertures as at I26 9 and held in place by snap ring I36.

The adjusting nut I26 is provided at its inner extremity with a head I32 having a central seat I34 therein which is adapted to limit the downwardmovement of stem I36. A valve head I66 is 5 positioned at the upper extremityof stem I36, the said head having a plate I46 positioned thereover and a pressure sensitive diaphragm I42 superimposed thereover, the three units being secured together by means of a nut I44 threaded over the 30 threaded upper extremity of stem I66.

The valve casing U6 is provided with a passage I46 constituting a channel in the valve .body on one side which merges into a disc shaped depression I46 on the intake side of the valve. A cover plate I56 is secured to the upper shoulder I52 of the casing II6 by means of spaced bolts I54, which bolts likewise function to secure the outer peripheral edge of the diaphragm I42. firmly in position. This cover is provided with a port I56, 40

which is in communication with the vacuum conduit 66 leading to the brake control valve 46.

The valve casing H6 is likewise provided with an annular flange I56 into the upper extremity of which is threaded a stop member I66 adapted to 45- engage' an inwardly extending flange I62 extending around the inside of the sleeve valve I64. This sleeve valve is slidable in an annular groove I66 provided'in the valve casing and it is adapted to be moved downwardly with the valve head I36 5.0-

against the resistance of a coil spring I66. The said sleeve valve I64 is provided with a restricted portion "6 extending circumferentially therearound, which restricted portion is adapted to register with an annular port municatcs with the exhaust port II4 .through a passage H4. The annular port is likewise in communication with the air chamber I24, and it is through this port that the booster cylinder is so vented to air.

A coil spring I16 tends to urge the diaphragm I42 upwardly. The-position of the valve parts as illustrated in Figure 3 represents the position attained when the booster cylinder has been suf-' ficiently evacuated to actuate the piston stem 62 5 to release the clutch. The strength of spring I16 is such that it normally maintains the valvehead I36 and the diaphragm I42, secured thereto, removed from the seat provided by the upper edge of the sleeve valve I64. Under suchcircum- 70 stahcesjwhen the accelerator is released and the primary control valve 22 is opened to provide vacuum communication with the intake port II2 of the governor valve, the booster cylinder is just sufliciently evacuated to overcome the resistance 7 I12 which com- 55 of the clutch arm 98. The upper side of the diaphragm I42 is vented to'air through brake control valve 48, as will be brought out hereinafter, when the brake pedal 92 is not depressed. When this predetermined degree of vacuum exists below the diaphragm I42, the pressure of spring I16 is overcome by the atmospheric pressure above the diaphragm to seat the valve head I38 and cut oil further communication of the booster cylinder with the vacuum.

At this stage the clutch is released and the clutch arm 98 abuts the stop pin I88. When the brake pedal is then depressed, the spool valve I88 in brake control valve 48 will be drawn forwardly against the resistance of spring I82 to cut oif the port I84 from the forward part 'of the valve 48, which portion of said valve is vented to air as at I88. Immediately thereafter communication between vacuum port I88 of valve 48, which is connected to vacuum line'44, and port I84 is established. The result is that the air on the opposite side of the diaphragm I42 is withdrawn. This permits the coil spring I16 to raise the valve head and diaphragm toagain provide communi-' cation through the governor valve 52 to the brake booster cylinder 56. With this increase in vacuum, and with the piston stem 82,held against further movement by the stop pin I88, the booster cylinder will be moved forwardly, drawing with it the brake arm 16 to apply the brakes. Should the brake pedal be momentarily held stationary as the brakes are being applied, the casing 48 will move forwardly to cover, the port I84 by the head of the valve member I 88, thus serving to cut oiI the source of vacuum and efi'ect a seating of the valve I38. The brakes are thus held appliedby this so-called follow up action of the valve mech-- anism.

During the above operation a greater vacuum will be established on the under side of the diaphragm 'I42 than existed theretofore and therefore, when the brake pedal 92 is released to once again vent the upper side of diaphragm I42 to the atmosphere, the difference in pressure will be suificient to overcome resistance of both spring I16 and spring I68. The result is that the downward movement of the valve head I38 forces the sleeve valve I64 with it to bring the restricted portion I18 thereof into registry with the port I12. In this way the rear end of the booster cylinder is vented to air and the brakes are released. Obvi ously, the brakes may be progressively released by successive increments of movementof the brake 'pedal to thus alternately register the restricted portion I18 and the full-bodied portion therebelow with the port I12.

Depression of accelerator pedal 28 will close the primary valve 22, and the escape of air from the forward end of booster cylinder 58 through line 64 will be controlled by the tapered valve I98 of bleed valve 86. A further cushioning of the release movement of the booster assembly is secured by means of slot 88, whereby the passage provided thereby for the escape of air onforward movement of the piston in the cylinder is closed just prior to completion of such movement, thereby trapping the air ahead of the piston 84 to a certain extent and cushioning the last stage of release movement. This insures easy, uniform engagement of the' clutch.

In the event of failure of the power mechanism depression of brake pedal 92 will first actuate the clutch arm 98 by engagementtherewith of the roller on arm I86, thespring I82 being compressed during this movement, after which the brake arm 16 is actuated through the mechanical linkage including the brake control valve 48.

There is thus provided a unitary, compact and effective power means for operating both the clutch and brakes of the vehicle, the clutch being automatically disengaged prior to the application of the brakes merely by releasing the accelerator, and the brakes being progressively applied at the will of the driver by the operation of a manually operated master valve and a relay valve controlled thereby. I claim:

' g 1. In an automotive vehicle provided with brakes and a clutch, power means for operating said brakes and clutch, and valvular means for controlling the operation of said power means, and operative to first partially energize said power means to disengage the clutch and subsequently operative to progressively energize the power means to apply the brakes, said valvular means including anfaccelerator operated valve and a power operated relay valve controlled in part by said accelerator operated valve.

2, An automotive vehicle provided with a clutch, brakes, brake pedal and an accelerator, and comprising in combination therewith power means operatively connected to the clutch and brakes, and valvular means for controlling the operation of the power means to control the operation of the clutch and brakes, said valvular means comprising an accelerator operated threeway valve, a brake pedal operated three-way initiate the operation of the power means, a valve operable by the brake pedal and an automatically operable valve jointly controlled by the aforementioned valves, said automatically operable valve being constructed to function as a pressure limiting valve to effect a partial operation of the power means to disengage the clutch and to function as a relay valve to efiect a further operationof the power means to apply the brakes.

4. In an automotive vehicle provided with a clutch and brakes, a single power actuator energizable to successively disengage the clutch and apply the brakes, and valvular means for controlling the operation of said power means comprising an automatically operable governor valve, a manually operable' primary valve operable to initiate the operation of said power means to dis engage the clutch through the intermediary of said automatically operable valve, anda second manually operable valve also operative, through the intermediary of said automatically operable valve and after the aforementioned clutch disengaging operation, to energize the power means to apply the brakes.

' released, and a. power device pivotally connected to said arms and floatingly supported therebetween. I

6; In vehicle control mechanism of the class described, a clutch arm and a brake arm, yieldable means coupled with the clutch arm retaining the same engaged, less easily yieldable means coupled with the brake arm to hold the brakes released, and a power device including a pair ofindependently movable parts floatingly supported between said arms, said parts being coupled respectively with said arms.

'7. In an automotive vehicle having a fuel throttle, an intake manifold and a pair of mechanical operating arms offering unequal resistance to movement, the combination of a vacuum booster cylinder coupled with one arm, a piston therein coupled with the 'other arm, means operable on release of the throttle to connect the cylinder with the intake manifold, and valve means positioned in the vacuum line to the cylinder operable to limit the vacuum transferred through said line to the cylinder.

8. In an automotive vehicle 'having a fuel throttle, an intake manifold and a pair of 'me-, chanical operating arms offering unequal resistance to movement, the combination of a vacuum erable on release of release of the chanical operating arms oflering unequal resistance to movement, the combination of a vacuum booster cylinder coupled with'one arm, a piston therein coupled with the other arm, means-opthe throttle to connect the 5 cylinder with the intake manifold, valve means in the vacuum line to the cylinder automatically operable to limit the vacuum transferred to said cylinder to a value sufiicient to overcome the smaller resistance ofiered by one of the two arms,

and independently controllable valve means coupled with the vacuum source to increase the degree of vacuum transferred to the cylinder to a value suflicient to overcome the greater resistance oifered by the other arm. 10. In an automotive vehicle having a fuel' throttle, a manifold and a pair of mechanical operating arms oflering unequal resistance to movement, the combination of a vacuum booster cylinder coupled with -one arm, a piston therein 20 coupled with the other arm, means operable on throttle to connect the cylinder with the manifold, valve means in the vacuum line to the cylinder automatically operable to limit the vacuum transferred to said cylinder to a value suflicient to overcome the smaller resistance offered by one of the two arms, and independently controllable valve means coupled with the vacuum source and operable to again 30 operate said first mentioned valve means to increase the degree of vacuum for energizing the cylinder to a value sufflcient to overcomethe greater resistance offered by the other arm.

ROY s. SANFORD; '35 

